Running-gear for road-wagons



(No Model.) I 4 Sheets-Sheet 1..

U. W. SALADEE. RUNNING GEAR FOR ROAD WAGONS.

No. 488,189. 7 Patented 061;. 14, 1890 (N0 Model.) 4 Sheets-Sheet 2.

O. W.'SALA.DEE. RUNNING GEAR FOR ROAD WAGO'NS.

No. 438,189. Patented (m. 14, 1890! 4 Sheets-Sheet 3.

(No Model.) N

G. W. SAL-ADEE. RUNNING GEAR FOR ROAD WAGONS. No. 438,189.Pate-nted'Oct. 14 1 890.

(No Model.) 4 Sheefs-Sheet 4.

U; W. SALADBE.

RUNNING GEAR FOR ROAD WAGONS.

'N0.438,189. Patented001; .14,1890.

me "cums PETERS cm, rmgnrurmm, WASHXNOTON, n. c.

UNITED STATES PATENT OFFICE.

CYRUS WV. SALADEE, OF'CLEVELAND, OHIO.

RUNNING-GEAR FOR ROAD-WAGONS.

SPECIFICATION forming part of Letters Patent No. 438,189, dated October14, 1890.

Application filed September 2, 1889- Serial No. 322,714- (No model.)

To all whom it may concern.-

Be it known that I, CYRUS W. SALADEE, a citizen of the United States,residing in the city of Cleveland, State of Ohio, have invented certainnew and useful Improvements in Running-Gears for Road-Wagons, the samebeing constructed, combined, and arranged to op crate as hereinafterfully set forth, and specifically pointed out in the appended claims.

The first part of my invention relates to the fifth-wheel coupling inroad-wagons constructed with or without a reach connecting theaxles; andit consists in mounting the fifthwheel upon a transversely-arrangedspringsupport connected directly to and on a line with or parallel tothe axle, preferably a single or duplex spring having its terminal eyesconnected to the axle at or near its opposite shoulders, and saidfifth-wheel having its vertical center or king bolt arranged to operatein the rear of said spring-support, whereby to facilitate the turning ofthe vehicle in a shorter circle than if the king-bolt were placed in avertical line with the axle or immediately at the side of it, as is thegeneral practice now in vogue.

The second part of my invention relates to the manner of connecting thefront end of the reach to the axle, whereby, in combination with thearrangement of fifthwheel above described, to facilitate the shortturning of the vehicles; and it consists in a rearwardlyextended arm orbearing having its front end or ends rigidly attached to the centerportion of the front axle, a forwardly-extended arm or arms from thefront end of the reach, and the respective arms united by a verticalpivotal connection, which latter is placed in a line with the king-boltof the fifth-wheel mounted upon said transverse spring-support, as abovedescribed.

The third part of my invention relates to the manner of securing saidfifth-wheel in its above-described position; and it consists in thedevices hereinafter more fully set forth.

As before intimated, my invention applies to running-gear forroad-wagons constructed with or without a reach connecting the axle;also, that the transverse spring-support shown and described may be usedin connection with thefront axle, while any other suitable springsupportmay be employed in connection with the hind axle and adapted to carrythat end of the body.

In the drawings, Figure 1 represents a side elevation of a completeroad-wagon embodying my invention. Fig. 2 is a detached-plan view of therunning-gear seen in Fig. 1, with the body and top plate of thefifth-wheel re-- moved. Fig. 3 is a detached plan view of the upperplate of the fifth-wheel with the bodysupporting bars in their properposition. Fig. 4 is an enlarged detached side elevation of the rearportion of the fifth-wheel, showing its king-bolt connection in section.Fig. 5 is an enlarged side elevation of the front portion of thefifth-wheel in section, representing a friction-hook clasping bothplates of the Wheel. Fig. 6 is a front elevation of Fig. 1. Fig. 7 is anenlarged detached plan view of the center portion of the front axle withthe front end of the reach connected therewith. Fig. 8 is a sideelevation of Fig. 7. Fig. 9 is a detached plan view of therearwardly-extended axle-arm R seen in Figs. 7 and 8. Figs. 10 and 10are modifications of Fig. 8. Fig. 11 is a detached enlarged frontelevation of the axle, showing the trunnionplate clipped to the underside thereof. Fig. 12 is a detached plan View of the plate seen in Fig.11. Fig. 13 is a plan view substantially the same as Figs. 1 and 2,omitting the reach. Fig. let is a modification.

In carrying out my invention I proceed, preferably, as follows: To thefront axle B, which is preferably of a depressed or cranked form, issecured a duplex transverse spring A, as seen in either of the Figs. 1,2, or 13, having its terminal ends pivotally connected to the axle at ornear its opposite shoulders in any of the well-known methods of makingthis connection; but I prefer the device represented in Figs. 11 and 12,consisting of plate G, the opposite ends of which are provided with theclip bars G, integral therewith, pierced with holes G to receive theclips G (Seen in Fig. 11.) In a transverse position -to said plate G, onopposite sides, is formed integral therewith the hollow spoolbearings Gthrough which is passedthe dee tachable trunnion-bolt 13*. This plate isrigidly secured to the under side of the axle by clips G as seen in Fig.11. The terminal eyes of said duplex springs A, which latter arepreferably of the self-compensating form, are connected to thespool-bearing G by the trunnion-bolt B passing through the latter andthe eyes in the spring; or, when preferred, said detachable bolt maycarrya link-connection similar to that seen in my patent, No. 355,341.

On top of the spring A is placed the crossbars E F, and on these bars(see Fig. 1) is secured the lower plate 0 of the fifth-wheel, the upperplate D secured, preferably, to the body-supporting bars I I; or,omitting the latter, attach the plate D directly to the bottom frame ofthe body, in which'case the rearwardly-extended arm D is omitted and theking-bolt H is passed through the center longitudinal sill of the body;but I prefer the use of the two bars I I, and the upper plate D being.provided with the arm D, as seen in Figs. 1, 3, and 4.

The fifth-wheel plates 0 and D are preferably of the form seen in Figs.2 and 3, and yet the form shown is not essential, since it may bechanged to other shapes answering the same purpose. The front portion ofthe lower plate C,-Figs. 2 and 5, is extended .beyond the front portionof the upper plate D and secured upon the center of the frontspring ofthe pair, as in Fig. 2. This leaves the rearward or inner' edge of ofthe lower plate extended over the spring-bar E, as plainly seen in Fig.5, and flush with the inner edge of the upper plate D. The bar Iissecured to the top side of plate D even with its inside edge. Thus theinside surface of the bar I and the inner edges of the two plates cDareon aline with each other, whereby to admit of the application of thesafety-hook J, as seen in Fig. 5, having its top end rigidly secured tothe bar I and its lower end terminating in the hook which clasps thebottom plate 0, all as clearly represented in the last-named figure. Bymeans of this hook J the upper plate D is firmly held down upon thelower plate a, and yet admitting of the latter sliding around betweenthe plate D and thehook end of J. When preferred, therearwardly-extended arm D of the fifth-wheel plate D may be wroughtseparately, and having its outer end secured to the body and its innerend passing under the plate 0 and receiving the lower end of theking-bolt H, as seen by the dotted lines D Stops I I, Fig. 2, are madein egral with the lower plate 0, whereby to regulate the operation ofthe latter by coming in contact with the hook J, and thereby prevent thefront wheels from striking the sides of the body when turning thevehicle.

It will be seen by consulting Fig. 2 that the king-bolt center H and thefront spring A may be retained in their present position, and thediameter or periphery of the segmental plates 0 may be reduced to anydesirable ex-' tent by the forwardly-extended portion 0 which reaches toand connects with the spring infront.

hen a reach is employed connecting the axles, as in Fig. 2, incombination with the arrangement of fifth-wheel described, its front endis pivotally connected to the rear of the axle in a vertical line withthe king-bolt H by either of the means shown in Figs. 7, 8, 10, 10, and14. A rearwardly-extended arm R, Figs. 7, 8, and 9, has its forward endformed, preferably, with a T-head S, Fig. 9, terminating in clip-bars SS by which latter it is clipped to the under side of the axle, as inFigs. 7 and 8. Intermediate between its ends lugsT T are formed on itsopposite edges, and the rear end is pierced with a hole to receive thehollow boss 0, which latter is formed, preferably, on the under side ofthe reach-arm 0, Fig. 8. Forwardly-projected arms 0 and N extend fromthe front end of the reach 1?, terminating in the segmental plates T T,Figs. 7 and 8, and between which is secured the axle-arm-R by thecenter-bolt H, which'latter is in a vertical line with the king-bolt Hof the-fifth-wheel, ason the dotted line X, Fig.1. Through the outerends of the segmental plates T T is passed the bolts L L, whereby tosecure said plates in their relation to each other and the axle-arm R,held between them, and also to prevent these parts from becoming looseand rattling, as whatever wear occurs may be taken up by tightening thenuts on the boltsL and H. In Fig. 10 the arrangement of parts last described is changed-that is, the reach-arm N is held between twoaxle-arms Rand R"-and in Fig. 10 two rearWardly-extended arms-from theaxle and two forwardly-extended arms from the reach are united to thevertical boss T which are connected by the center-bolt H, and I proposeto employ either of the devices seen in said Figs. 7, 8, 9, 10, and 10,as circumstances may require or the fancy suggest; but I prefer thatseen in Fig. 10 as the most simple and practical.

In Fig. 13 the arrangement of parts seen in Figs. 1 and 2 are adopted inthe absence of any reach connecting the axles, and in which the frontcross-bar E is extended to form the draft-bar, to the opposite ends ofwhich are secured the shaft or pole shackles M, and a brace V isextended from the shaft-bar to the rear bar F, whereby to stay theformer. When front and rear of axle-arm Rat that point,

serve to hold all the parts togetherand prevent their becoming looseorrattling.

In Fig. 3 is shown a centrally-arranged cross-bar I in dotted lines.When this is used, the bars I and I are omitted.

The dotted line 13 Fig. 2, represents the position of the front axle andaxle-arm connected to the reach when in the act of turning the vehicle.

The king-bolt H is preferably located in the rear of said duplex-springsupport, as shown in the drawings, whereby to secure the turnin g of thevehicle in the shortest possible area; but when this feature is notdesired to its utmost extent the king-bolt may pass directly through thecenter of the rear spring of the pair, or in close proximity to eitherside of it.

Without limiting my claims to the precise arrangements of the severalparts shownand described, I claim- 1. In combination with the front axleof a road-wagon, duplex fiexion-springs arranged parallel to and onopposite sides of said axle, having their terminal eyes pivotallyconnected to the latter at or near the shoulders thereof, and afifth-wheel device interposed between said spring-support and the body,with its pivotal center or king-bolt placed in close proximity to eitherside of the rear spring of the pair, substantially as and for thepurpose set forth.

2. The combination, in a running-gear for road-wagons, of duplexflexion-springs arranged parallel to and on opposite sides of the frontaxle,havingtheir terminal eyes pivotally connected to the latter at ornear its opposite shoulders, a fifth-wheel device interposed betweensaid spring-support and the body, with its pivotal center or king-boltplaced in close proximity to either side of the rear spring of the pair,and a reach connecting the axles, its forward end being secured to thefront axle by a vertical pivotal bearing placed in a line with theking-bolt of said fifth-wheel device, substantially as and for thepurpose set forth.

3. The combination, in a running-gear for road-wagons, of duplex springsarranged parallel to and on opposite sides of the front axle, havingtheir terminal eyes pivotally connected to the latter at or near itsopposite shoulders, a fifth-wheel device interposed between saidspring-support and the body,with its pivotal center or king-bolt placedin close proximity to either side of the rear spring of the pair, areach connecting the axles, and a rearwardly-extended arm or segment R,rigidly secured to the front axle and pivotally united to said reach ina vertical line with the king-bolt of said fifth-wheel device,substantially as and for the purpose set forth.

4. The combination, with the front axle B, duplex springs A A, and areach connecting the axles, of the rearwardly-extended arm or segment Rand forwardly-extended reacharms N O, the front ends of the latterpivotally supporting between them said arm or segment R in a verticalline with the king-bolt H, substantially as and for the purpose setforth.

5. The combination, with the front axle B and a reach connecting theaxles, of the rearwardly-extended arm or segment R and reach arms N O,the front ends of the latter terminating in the segmental plates TT,between which the arm or segment R is pivotally secured by the verticalbolts H and L L, substantially as shown and described.

6. In combination with the front axle B, a transversely-arranged duplexspring A A, having its terminal eyes pivotally connected to the axle ator near its opposite shoulders, spring-bars E F, securedto the top ofsaid springs, the shaft or pole shackles M, attached to the oppositeends of the front bar E, cross-brace V, connecting said spring-bars, anda fifth-wheel device mounted upon the latter, having its vertical centeror king-bolt I-I placed in close proximity to either side of the rearspring of the pair, substantially as set forth.

'7. In connection with the front axle of a road-wagon, duplex springsarranged parallel to and on opposite sides of said axle, a fifthwheelmounted on said spring-support, consisting, preferably, of two segmentalplates 0 D, the'lower of which has-its front portion extended beyond theupper plate and secured to' or upon the front spring of the pair,rearwardly supported upon the hind spring of the pair, and having itsking-bolt H placed in the rear of said axle, substantially as and forthe purpose set forth.

CYRUS W. SALADEE.

\Vitnesses:

J. M. CARRINGTON, G. L. BROWN.

